Experiment No.

6 (a) Date:

CONSTANT SPEED LOAD TEST ON MARUTI ENGINE

Aim: To conduct a performance test on a four stroke three-cylinder petrol engine (Maruti 800).

Engine specification:
Engine make : Maruti 800
Compression ratio : 8.7 : 1
No. of cylinders :3
Maximum power output : 15 hp
Cylinder bore : 68.5 mm
Stroke length : 72 mm
Fuel oil : Petrol
Fuel tank capacity : 4.5 Litre
Dynamometer constant - : 1000 kg/[Link]
Starting : Self start
Working cycle : Four stroke
Method of cooling : Water cooled
Method of ignition : Spark ignition

Theory:

Performance analysis of an engine indicates the degree of success with which it is doing its
assigned job. The internal combustion engines work on the principle of converting chemical
energy contained in the fuel into useful mechanical work. The degree of success is compared
on the basis of performance parameters like specific fuel consumption, brake mean effective
pressure, brake power output, brake thermal efficiency, etc. The performance of an engine can
be analysed by varying load, speed or throttle. In a load test the speed is kept a constant and the
influence of load on the engine performance parameters are analysed. The load is altered with
the help of a hydraulic dynamometer. The constant speed is achieved at each load by varying
the throttle position. The Maruti 800 petrol engine being fitted with a single carburetor, the
throttle is positioned in the intake manifold. The change in throttle position will result in a
corresponding change in the quantity of air-fuel mixture supplied to the cylinders. The power
output is hence proportional to the quantity of the mixture.

ME2292E Thermal Engineering Lab 43

 Fig: 1: Schematic of the Maruti 800 Engine Test Rig

Formulae used:

 Brake power
W*N *0.746 (kW)
BP =
C

Where W : Dynamometer load in kg

N : speed of the engine (rpm)
C : dynamometer constant = 1000(kg/[Link])
 Indicated power
IP = BP + FP
where friction power FP is determined by Morse test
 Fuel consumption rate:

mf ( Xcc * ρᵅetrol * 3600 * 10− 6 ) (kg/h)

=
ᵆ

Where Xcc : burette reading in cc

t : time (s)
ρᵅetrol : density of petrol, 720 kg/m3

ME2292E Thermal Engineering Lab 44

  Brake specific fuel consumption:
bsfc = ᵅᵅ * 1000 (ᵅ / ᵅᵄℎ)
ᵃᵄ

 Actual air flow rate:

Va= C *a* 2gH *3600……(m3/h)
d

H = ρᵆ * ℎ sin ᵰ
ρᵄ * 100
where
a : cross sectional area of orifice = Π *d2 (m2) ;
4
d : orifice diameter (0.02 m)
Cd : coefficient of discharge =0.62
ρw 3
: density of water (kg/m )
ρa 3
: density of air (kg/m )
h :water column head difference in U-tube manometer (cm)
H :Air column head (m)
θ : Angle of inclination of the manometer

 Theoretical air flow rate:

π
( N
Vs = 4 * D2 *L* 120 * ᵅ) (m3/h)
where
D : bore (m)
L : stroke length (m)
N : engine speed (rpm)
k : no. of cylinders

 Volumetric efficiency:
()
Va
ηv = * 100 (%)
Vs

 Air-Fuel Ratio:
ᵃ ᵄᵃ . ᵰᵃ
=
ᵃ ᵅᵅ

 Brake Mean Effective Pressure, BMEP = ᵅᵄᵅ = 60*BP*2 (kPa)

L*A*k*N

where A= Cross sectional area of cylinder (m2)

 Indicated Mean Effective Pressure, IMEP = ᵅᵅᵅ = 60*IP*2 (kPa)

L*A*k*N

ME2292E Thermal Engineering Lab 45

  Brake thermal efficiency:
BP * 3600
ηᵁᵂᵂ = * 100 (%)
ᵈᵈ * ᵀᵁ

 Indicated thermal efficiency:

IP * 3600 (%)
ηᵂᵂᵂ = * 100
ᵈᵈ * ᵀᵁ

where
CV : calorific value of fuel (kJ/kg)

 Mechanical efficiency:
()
BP
ηm = * 100 (%)
IP

Procedure:

1. Connect the water source to the inlet of the engine jacket and dynamometer at required
flow rate.

2. Connect the instrument power input plug to 230V, 50Hz single phase AC supply.

3. Start the engine with help of starter switch provided on panel.

4. Allow the engine speed to stabilize.

5. Now rotate the dynamometer hand wheel and gradually load the engine through hydraulic
dynamometer. The load is indicated on a dial type spring balance in terms of kg.

6. Adjust the throttle and load so that the engine operates at the required (constant) speed.

7. For each load note down all the required parameters as mentioned below.

 Speed of the engine from digital rpm indicator

 Load from spring balance
 Time taken to consume 10 cc of fuel from the burette with help of stop watch.
 Difference in water level in the U-tube manometer.
8. Load engine step by step from zero to full load and repeat the above step.

Graphs required:

 mf, A/F vs. BP

 BSFC, BMEP, IMEP vs. BP
 ηm , ηith , ηbth , ηv vs. BP

ME2292E Thermal Engineering Lab 46

ME2292E Thermal Engineering Lab 47
Observation Table: N= rpm

[Link]. 1 2 3 4 5 6 7

Load (kg)

h1 (cm)

h2 (cm)

h = h1 – h2 (cm)

t (s)

Results Table: N= rpm

[Link]. 1 2 3 4 5 6 7

Load (kg)

BP (kW)

IP (kW)

mf (kg/h)

H (m)

Va (m3/h)

Vs (m3/h)

BSFC(g/kWh)

A/F

BMEP (kPa)

IMEP (kPa)

ηv (%)

ηm (%)

ηbth (%)

ηith (%)

ME2292E Thermal Engineering Lab 48

Sample calculations:

ME2292E Thermal Engineering Lab 49

ME2292E Thermal Engineering Lab 50
Graphs:

ME2292E Thermal Engineering Lab 51

ME2292E Thermal Engineering Lab 52
ME2292E Thermal Engineering Lab 53
Result:

Inferences:

ME2292E Thermal Engineering Lab 54

 Experiment No. 6 (b) Date:
MORSE TEST ON MARUTI 800 ENGINE

Aim:

To conduct Morse test on a four stroke three-cylinder petrol engine (Maruti 800).

Theory:

For slow speed engine the indicated power is directly calculated from indicator diagram. But in
modern high speed engines it is difficult to obtain an accurate indicator diagram due to inertia forces.
In such cases Morse test is conducted to calculate indicated power. Morse test is suitable for
multi-cylinder engines only, where the combustion in one of the cylinders is stopped so that the
brake power measured will be only for the firing cylinders. The cylinder which is not firing will be
consuming power to overcome the frictional forces.

Procedure:

Morse test is conducted to find out indicated power and frictional power of the engine. It can be
conducted by the following procedure:
1. Run the engine at the required rpm and apply a 6 kg load. Then the combustion in one of the
cylinder is cut-off by disconnecting the spark plug using the knife switch provided on panel.
2. When spark is cut off to one cylinder, the engine speed will drop. To restore the speed of
engine to 2500 rpm reduce the load and measure the brake power developed.
3. Repeat the above procedure by cutting off cylinders 2 and 3 (at a time only one cylinder is
cut off)
4. Calculate the BP with 3 cylinders, which gives the total BP of engine at that instant.
 Calculate BP at 2500 rpm with first cylinder cut off (the remaining two on). The difference
of BP’s will give IP of first cylinder i.e. cut off cylinder.
 Similarly follow the above steps to calculate the IP of the other cylinders.
 Then total IP of engine can be calculated by adding the IP of individual cylinders.
5. To find FP of engine, deduct total BP from total IP.

Formulae used:

BP = W*N *0.746 (kW)

K

W=Load (kg), N= Speed (rpm), K = Dynamometer constant (kg/[Link])

BP =Brake power (kW), IP = Indicated power (kW)

(IP)1 = (BP)total – (BP)2&3

(IP)2 = (BP)total – (BP)3&1
(IP)3 = (BP)total – (BP)1&2

ME2292E Thermal Engineering Lab 55

Therefore;
(IP)total= (IP)1 + (IP)2 + (IP)3

Friction power, FP = (IP)total - (BP)total

Observation and Results Table: N= rpm

[Link]. Load Running Cut off cylinder BP of firing IP of cut off

(kg) cylinders cylinders cylinder
(kW) (kW)
1 1,2,3 -

2 2,3 1

3 1,3 2

4 1,2 3

5 1,2,3 -

6 2,3 1

7 1,3 2

8 1,2 3

BPtotal = kW

IPtotal = kW

FP = kW

ME2292E Thermal Engineering Lab 56

Sample calculations:

ME2292E Thermal Engineering Lab 57

Result:

Inferences:

ME2292E Thermal Engineering Lab 58

 Experiment No. 6(c) Date:
STUDY OF IC ENGINE COOLING SYSTEM
Introduction:

Write a brief note on the working principle of different types of cooling systems:

 Air Cooling System

 Liquid Cooling Systems
o Thermosiphon system
o Forced circulation system

ME2292E Thermal Engineering Lab 59

Draw the schematic of a forced circulation radiator type cooling system. Label all its
salient parts and write a brief note on each of them. Use the cut-section for reference.

ME2292E Thermal Engineering Lab 60

ME2292E Thermal Engineering Lab 61
 Experiment No. 7(a) Date:

MEASUREMENT OF LIQUID VISCOSITY USING REDWOOD VISCOMETER

Aim:

To determine the viscosity of given sample of oil using redwood viscometer and to find its
variation with temperature.

Experimental setup:

Redwood viscometer consists of a vertical cylinder provided with an orifice at the centre of its
base. The cylinder is 47.625 mm in diameter and 88.4 mm deep. The cylinder is filled till a
fixed height with the liquid whose viscosity is to be determined and is heated in a water bath
to the required temperature. The orifice is then opened and time taken (denoted as Redwood
seconds) for the dripping oil to fill a 50 ml measuring cup is recorded using a stop-watch.

Principle:

Viscosity is the property of a fluid by virtue of which one layer of fluid sliding over an adjacent
layer experiences a resistance. It is primarily due to particle collisions and momentum
exchange between the fluid layers. These effects appear as shearing stresses between the
moving fluid layers.

Newton’s equation of viscosity is given as ᵰ = ᵰ

ᵅᵆ ᵅᵆ

Here µ is called coefficient of dynamic viscosity of the fluid. The dynamic viscosity may
be defined as shear stress required producing unit rate of angular deformation. The ratio
of dynamic viscosity and mass density is known as kinematic viscosity (). i.e.  =  / .

With increase in temperature, kinematic viscosity decreases and the fluid flows faster to fill
the 50 ml cup, i.e. the value of Redwood seconds drops. By suitable calibration, the kinematic
viscosity can be expressed as a function of the Redwood seconds.

Formulae used

6 2

AB
t/
t 10
 m
/s

=  

 = kinematic viscosity in m2/s

ᵰ = Dynamic viscosity in Ns/m2

ρ = density of fluid in kg/m3

t = Redwood seconds (time taken for filling 50 ml flask)

ME2292E Thermal Engineering Lab 62

A and B are constants given as:

A= 0.264, B = 190, for t = 40-85 s

A= 0.247, B = 65 for t = 86-2000 s

Density of the fluid at any temperature ToC is

ᵰ = ᵰ15 − 0 . 00063 (ᵄ − 15) ᵅ / ᵅᵅ

Where ρ15 is density of fluid at 15oC in g/cc

Graphs required:

1) Kinematic viscosity vs. Temperature

2) Dynamic viscosity vs. Temperature

Procedure:

1. The oil cup is washed with petrol and apparatus is cleaned as well. Oil is filled in the
cup.
2. The oil level in the cup is made to match the point of the gauge by allowing some oil to
flow out. The cup is closed with lid provided.
3. The room temperature is noted. The dry 50 ml measuring flask is placed directly
beneath the orifice of the cup. The valve is lifted and stop watch is simultaneously
started. As oil reaches the 50 ml mark in flask the stop watch is stopped and valve is
closed. The time taken (t) is noted down.
4. For the higher temperatures the bath is heated to a few degrees above the required
temperature. The temperature is adjusted to the target value by stirring the water. The
time to fill the 50 ml flask is noted down at every temperature.

Observation and Results Table:

[Link] Temperature Time (s) Density Kinematic Dynamic

of oil (0C) (kg/m3) viscosity viscosity
(m2/s) (Ns/m2)

ME2292E Thermal Engineering Lab 63

Graph:

ME2292E Thermal Engineering Lab 64

Sample calculation:

Result:

Inferences:

ME2292E Thermal Engineering Lab 65

 Experiment No. 7(b) Date:

DETERMINATION OF FLASH AND FIRE POINT

Aim:

To determine the flash and fire point of the given oil sample.

Theory:

Petroleum products are composed of a wide variety of compounds. As the oils are heated, the
lighter fractions have a tendency to vaporize. At first, the amount of vapours given off is
insignificant. As the oil is heated, a temperature is reaches where further heating causes a much
more rapid rate of vapour release. The flash and fire point tests represent attempts to predict
temperatures at which sufficient vapours are given off from the flammable mixtures with air.
These temperatures also indicate that sufficient vaporization may be taking place to change the
composition of the oil materially. For lubrication oils, this vaporization may affect the
suitability of the oil for the given service.

The flash point is specified as that oil temperature where vapour is given off at a sufficient rate
to form an inflammable mixture but not high enough to support continuous combustion. At the
fire point vaporization is sufficient to ensure continuous combustion for at least 5 seconds.
These temperatures depend not only on the oil but also on the rate of heating, the air movement
over the oil surface, and the means of ignition. Although the flash and fire point temperatures
are determined by ignition of oil vapours it must be borne in mind that these temperatures
measure not ignitibility of the oil but the initial volatility of the oil.

The flash and fire points can be determined either by an open type or a closed type apparatus.
The ASTM recommends the use of the open cup for the determination of the flash and fire
points of all petroleum products, except fuel oils and those products having an open-cup flash
point below 1750F. The flash point of fuel oils is generally determined using a closed cup tester,
such as Pensky-Martens. The specifications for these testers are fixed by ASTM. The closed
flash point is used here since the vapour space is enclosed and facilitates accumulation of
vapour in sufficient quantity to ignite at a lower temperature than in the open type apparatus.

Experimental set up:

Flash and fire point temperatures are determined using a Cleveland open cup apparatus. For
filling the correct quantity of oil, a filling line mark is provided on the inner surface of the cup.
Arrangements are provided in the set up for the introduction of a swinging test flame over the
oil surface. A thermometer is provided for measuring the temperature.

Procedure:

1. Pour the given sample of oil into the cup so that the top of the meniscus is exactly at the
filling line at room temperature.
2. Suspend thermometer in the oil so that the bulb is 6 mm above the bottom of the cup.

ME2292E Thermal Engineering Lab 66

 3. Heat the oil at a rate 10-15oC per minute until a temperature is reached which is about
30oC below the estimated fire-point temperature. Then the rate of heating should be
regulated to produce a temperature rise of about 5oC per minute.
4. After every 2oC rise in temperature, bring the test flame over the surface of the oil, with
about one second being taken for its passage over the cup.
5. When a flash occurs on any part of the oil surface, the temperature should be read and
recorded as the flash point of the oil.
6. Continue the heating at the same rate and the test flame passed over the cup every 2oC
rise in temperature until the oil vapours ignite and continue to burn for at least 5
seconds. The temperature when this occurs should be recorded as the fire point
temperature.
Observation Table:
Temperature (oC) Remarks

ME2292E Thermal Engineering Lab 67

Result:

Inferences:

ME2292E Thermal Engineering Lab 68

 Experiment No. 7(c) Date:

DETERMINATION OF VALVE TIMING OF RUSTON ENGINE

Aim:

To draw the valve time diagram of Ruston engine and to find angle of crank rotation
corresponding to different valve openings.
Theory:

The valve timing diagram is a graphical representation of the opening and closing of valves of
an IC engine during the operating cycle. In theoretical cycles the inlet and exhaust valves open
and close at dead centres, but in an actual engine cycle, the valves open before and close after
the respective dead centres.
There are two factors - one mechanical and other dynamic - for the actual valve timing to
be different from the theoretical valve timing.
(a) Mechanical factor:
The poppet valves of reciprocating engines are opened and closed by cam-follower
mechanisms. The clearance between cam, tappet and valve must be slowly taken up, and valve
slowly lifted at first in order to minimise noise and wear. For the same reasons the valve cannot
be closed abruptly because it will bounce back on its seat. Thus the wall opening and closing
periods are spread over a considerable number of camshaft degrees. As a result the opening of
valve must commence ahead of time at which it is to be fully open i.e before dead centres. The
same reasoning applies for closing time and valves must close after the dead centres.
(b) Dynamic factor:
Besides mechanical factor of opening and closing of valves the actual valve timing is set taking
into consideration the dynamic effect of gas flow.
Intake valve Timing:
The intake valve usually opens 10-150 before the arrival of the piston at the TDC on exhaust
stroke. This is to ensure that the valve is fully open and fresh charge starts to flow into the
cylinder as soon as possible after TDC. As the piston moves out in the suction stoke the fresh
charge is drawn in through the intake port. When piston reaches BDC and starts to move in the
compression stroke, the inertia of entering fresh charge tends to cause it to continue to move
into cylinder. To take advantage of this the intake valve is closed after BDC so that maximum
charge is taken in. This is called ram effect. The duration for which the intake valve should

ME2292E Thermal Engineering Lab 69

remain open after BDC is decided by the speed of the engine. For low speed engines, it closes
relatively early after BDC and for high speed engines it closes relatively late after BDC.

Exhaust valve timing:

The exhaust valve opens before BDC. By doing so, the high pressure within the cylinder helps
in effectively expelling a large quantity of exhaust gases. But opening the exhaust valve earlier
reduces the power stroke and this causes some loss of useful work on the stroke. However the
overall effect of opening the valve prior to the time piston reaches BDC is an gain in output.
By closing the exhaust valve a few degrees after TDC, the inertia of the incoming charge (as
the intake has already been opened by this time) help in scavenging the cylinder by pushing
out a greater mass of gas left in the clearance volume. This results in increased volumetric
efficiency.
Formula used:

360ᵄ
ᵰ=
ᵰᵃ

Where

θ = Angle of crank rotation in degrees

X = Distance of a point from a reference point along the circumference

of the flywheel in ‘cm’

D = Diameter of the flywheel in ‘cm’.

Procedure:

1. Note down the circumference of the flywheel with the help of a measuring tape.
2. On the camshaft there is a marking DC (two parallel lines). On the engine frame there
is another marking (two parallel lines). Rotate the flywheel until the markings on the
camshaft and the frame coincide. At that instant the piston will be at TDC. Thus locate
the TDC on the circumference with a pointer arrangement.
3. The pointer arrangement is kept stationary for the rest of the experiment. The point
diametrically opposite to the TDC on the circumference is the BDC. Thus locate the
BDC.
4. Rotate the flywheel in the clockwise direction. When the cam follower corresponding
to the exhaust valve becomes loose we reach the point EVC (exhaust valve closing).
ME2292E Thermal Engineering Lab 70
 Mark this point on the circumference of the flywheel with the help of the pointer
arrangement.
5. Continue rotation of the flywheel. When the cam follower corresponding to the inlet
valve becomes loose we reach the point IVC (inlet valve closing). Mark this point on
the circumference of the flywheel with the help of the pointer arrangement.
6. Continue rotation of the flywheel. When the cam follower corresponding to the exhaust
valve again becomes tight we reach the point EVO (exhaust valve opening). Mark this
point on the circumference of the flywheel with the help of the pointer arrangement.
7. Continue rotation of the flywheel. Finally we reach the point where the cam follower
corresponding to the inlet valve again becomes tight. This point is IVO (inlet valve
opening). Mark this point on the circumference of the flywheel with the help of the
pointer arrangement.
8. The distances of the points we marked on the circumference of the flywheel are
measured from the point TDC on the circumference of the flywheel with the help of a
measuring tape and the angle of crank rotation is calculated using the formula given.

There is a period when both the intake and exhaust valves are open at the same time. This
is called valve overlap.

Observation and Results Table:

[Link] Valve Position Distance from IDC (cm) Angle from IDC (0 )

1 EVC

2 IVC

3 EVO

4 IVO

Sample Calculations:

ME2292E Thermal Engineering Lab 71

Ideal valve timing diagram

Expected valve timing diagram:

ME2292E Thermal Engineering Lab 72

Obtained valve timing diagram:

ME2292E Thermal Engineering Lab 73

Result:

Inferences:

ME2292E Thermal Engineering Lab 74

 Experiment No. 7(d) Date:

STUDY OF FUELS AND FUEL PROPERTIES

Introduction:

Fuel Properties:

1) Density:

2) Viscosity:

ME2292E Thermal Engineering Lab 75

 3) Flash and Fire point

4) Volatility

5) Cloud and Pour Point

ME2292E Thermal Engineering Lab 76

 6) Calorific value

7) Cetane index

8) Auto ignition temperature

ME2292E Thermal Engineering Lab 77

 Experiment No. 8(a) Date:

CONSTANT SPEED PERFORMANCE CHARACTERISTICS OF JAWAHAR

ENGINE

Aim:
To conduct constant speed test on Jawahar 4-stroke diesel engine and obtain the performance
characteristics.

Instrumentation:
1. Tachometer to measure the speed of the engine.
2. Rope brake dynamometer to measure torque.
3. Orifice-meter with differential manometer to measure quantity of air taken into cylinder.
4. Burette and stopwatch to measure the rate of fuel consumed during test.

Engine specification:
Engine Type : 4 stroke single cylinder water cooled engine
No. Of cylinders :1
Maximum output :10 hp @ 1500 rpm
Cylinder bore :102 mm
Stroke length :110 mm
Orifice diameter : 25 mm
Cd : 0.6
Fuel oil : Diesel
Density of Diesel : 850 kg/m3
Calorific Value of fuel : 43,500 kJ/kg
Dynamometer type : Rope brake dynamometer
Radius of brake drum : 15cm
Rope diameter : 20 mm
Starting : Hand cranking
Method of ignition : Compression ignition

Theory :

Single cylinder stationary, constant speed diesel engines are generally quality governed. The
air supplied to the engine is not throttled as in the case of S.I. engines, so that the air flow rate
does not vary appreciably with the engine output during constant speed operation. To meet
the power requirements of the shaft, the quantity of fuel injected into the cylinder is varied by
the rack in the fuel pump. The rack is usually controlled by a governor or by hand. Since the
fuel flow rate varies more or less linearly with output, the fuel air ratio increases with output.
Performance tests can be conducted either at constant speed (or) at constant load.

ME2292E Thermal Engineering Lab 78

The setup consists of the Jawahar single cylinder four stroke diesel engine, coupled to a brake
drum around which a rope is wound. Load is applied to the output shaft by adding standard
weights in the hanging pan attached to the rope. The other end of the rope is connected to a
spring gauge, which is attached to a fixed support. The fuel flow rate can be measured using a
burette and stopwatch. The air-box has an orifice-meter connected to a manometer for
measuring air flow rate. The engine and dynamometer have separate cooling systems.

Formulae used:

 Brake power :
2 NT
B.P = ….kW
60 * 1000

Where T : Torque = (W-S)*R*g in N-m

ME2292E Thermal Engineering Lab 79

 W : weight on the hanger in kg
S : spring balance reading in kg
R : effective radius of brake drum in m
N : speed of engine in rpm

 Indicated Power

I.P = B.P + F.P …kW

Where F. P : Frictional Power from retardation test

 Mass flow rate of fuel

ᵆᵅᵅ * ᵰᵅ * 3600
ᵅ = … kg/hr
1000 * ᵆ

Where vcc : burette reading in cc

t : time taken for v cc fuel consumption in seconds
 f
: density of diesel in g/cc

 Brake specific fuel consumption:

B S F C = ᵅ̇ ᵅ …kg/kW-hr
ᵃ.ᵄ

 Actual mass flow rate of air:

. ……kg/hr
( ᵅ̇ ᵄ )ᵄᵅᵆ = ᵅᵅ * ᵰᵄᵅᵅ * ᵄ * 2ᵅ ᵃᵄ * 3600
Where
a : area of orifice = Π/4*d2 , d = orifice diameter in m
Cd : coefficient of discharge =0.6
H a= (h*ρw)/(100*ρa)
h : manometer reading (cm of water)
ρw 3
: density of water in kg/m
ρair 3
: density of air in kg/m

 Theoretical mass flow rate of air :

( ᵅ̇ ᵄ )th = ᵰᵄ * [ᵃ*L*(N/2)*60]*k ……kg/hr

Where A = (ᵯ/4)* D2 = cylinder area in m2

D : bore in m
L : stroke length in m

N : rpm
k : no: of cylinders
ME2292E Thermal Engineering Lab 80
  I.M.E.P :
I.P*60
*2
I.M .P
.E …..kPa
L*A *N*k

 B.M.E.P :
B.P*60*2
B.M .E.P …..kPa
L*A *N*k
 Volumetric efficiency:
ηv = (ṁa )act /(ṁa)th*100………….%

 Brake thermal efficiency:

B.P * 3600
ηᵈᵉᵈ = * 100………%
ᵈ * ᵆᵇ

 Indicated thermal efficiency:

I.P * 3600
ηᵈᵉᵈ = * 100………%
ᵈ * ᵆᵇ

Where CV : calorific value of fuel in kJ/kg

 Mechanical efficiency:

ηm = B.P/I.P*100………….%
 Air-fuel ratio:
AFR = (ṁa )act /ṁf

Expected graphs

1) Mechanical efficiency, Indicated thermal efficiency, Brake thermal efficiency and

Volumetric efficiency vs. B.P
2) BSFC, BMEP, IMEP, Air-fuel Ratio vs B.P

Procedure:

1. Make sure that the following conditions are ensured

a. Open the cooling water valves and ensure water flows through the engine.
b. Check whether the lubricant level is within the limit.
2. Start the engine and allow running on no load condition for a few minutes.
3. Load engine by adding weights upon the hanger.
4. Allow the cooling water in the brake drum and adjust it to avoid spilling.
5. Allow the engine to run at this load for few minutes.
6. Note the following readings
a) Engine speed.
b) Weight on the hanger.
ME2292E Thermal Engineering Lab 81
 c) Spring balance load
d) Manometer reading
e) Time for 10 cc of fuel consumption
7. Repeat the above procedure at different loads and take about 8 to 10 readings.
8. Stop the engine after removing all weights on the hanger..

Observation table:

Sl Load(kg) hw ha t
No (cm) (cm) (s)
W S W-S
1

ME2292E Thermal Engineering Lab 82

Results table:

Sl ma mf AFR T BP IP BME IMEP BSFC ηvol ηbth ηith ηmech

No (kg/hr) (kg/hr) (N.m) (kW) (kW) P (kPa) (kg/kW % % % %
Theor- Actual (kPa) .hr)
etical
1

ME2292E Thermal Engineering Lab 83

Sample calculations:

ME2292E Thermal Engineering Lab 84

ME2292E Thermal Engineering Lab 85
Graphs:

ME2292E Thermal Engineering Lab 86

ME2292E Thermal Engineering Lab 87
Result:

Inferences:

ME2292E Thermal Engineering Lab 88

 Experiment No. 8(b) Date:

RETARDATION TEST ON JAWAHAR ENGINE

Aim:

To conduct retardation test on four-stroke Jawahar diesel engine to determine the friction power.

Theory:

This test involves the method of retarding the rotation of the engine output shaft by cutting off the
fuel supply. When the fuel supply is stopped suddenly, the retardation in engine speed is directly
related to the frictional resistance. The engine is made to run at no load and rated speed. When the
engine is running at steady state, the supply of fuel is cut off and simultaneously the time of fall in
speeds by say 20%, 40%, 60% and 80% of the rated speed is recorded. The tests are repeated with
75% load on the engine. A graph connecting time for fall in speed (x-axis) and speed (y–axis) at
no load as well as 75 % load conditions is drawn as shown below:

Formulae used:

1. Brake torque on drum :

T =(W-S)*R*g …N-m
Where
W : Weight on the hanger (kg)
S : spring balance reading (kg)
R : Effective radius of brake drum (m)

2. Frictional torque :

T * t2
Tf  …N-m
t1  t 2

ME2292E Thermal Engineering Lab 89

 Where
T : Torque on brake drum (N-m)
t2 : loaded retardation time (s)
t1 : retardation time at no load (s)

3. Frictional power :

2NTf
F.P  …kW
60*1000
Where N : engine speed (rpm)

Expected graphs

RPM vs. retardation time at no-load and 75% load

Procedure:

1. Check the fuel and lubricating oil levels.

2. Ensure that the cooling water supply valves are opened.
3. Now start the engine at no load condition.
4. Measure the speed and then cut off the fuel supply using the cut-off valve.
5. Note down the time for decreasing speed from 1500-1300, then 1500-1200 and so on up to
1500-800 rpm by using stop watch and tachometer.
6. The above procedure is followed for 75% of maximum load.
7. After the experiment, the engine is stopped by cutting off the fuel.
8. The graphs are plotted and frictional torque and power are estimated using the formulae.

Observation table:

W= kg, S= kg, Applied torque T = N.m

Sl. No Drop in speed (rpm) Time at no load, t1 (s) Time at 75% load, t2 (s)
1 1500-1300

2 1500-1200

3 1500-1100

4 1500-1000

5 1500-900

6 1500-800

ME2292E Thermal Engineering Lab 90

Sample calculations:

ME2292E Thermal Engineering Lab 91

Graph:

ME2292E Thermal Engineering Lab 92

Result:

Inferences:

ME2292E Thermal Engineering Lab 93

Experiment No. 8(c) Date:

STUDY OF TRANSMISSION SYSTEMS

Introduction:
Briefly explain the use of a transmission system. Compare and contrast a manual and automatic
transmission system.

ME2292E Thermal Engineering Lab 94

Draw a schematic of an automatic transmission and label its salient parts. Write a brief
note on each of the labelled parts describing their function. Using the cut-section for
reference, identify the type of transmission.

ME2292E Thermal Engineering Lab 95

 Experiment No. 7(a) Date:

PERFORMANCE TEST ON CENTRIFUGAL AIR BLOWER

Aim: To conduct a performance test on the centrifugal air blower and to obtain its operating
characteristics.
Specifications:
Type: Centrifugal blower
Speed: 2880 rpm
Orifice diameter: 57 mm
Discharge pipe diameter: 69 mm
Motor power: 2.2 kW (3 hp)
Coefficient of discharge: 0.6
Energy meter constant: 112 rev/kWhr
Theory:
A centrifugal blower is a mechanical equipment for moving air or other gases. It increases
the speed of air stream using a rotating impeller. They use the kinetic energy of the impellers to
increase the pressure of the air or gas stream which in turn moves them against the resistance,
which is caused by ducts, dampers and other component. The extent of conversion of velocity head
to pressure head is determined by the design of impeller vanes and casing (spiral or volute). Air
enters the impeller axially and leaves radially. These blowers are used in transporting gas,
in building ventilation systems and in central heating and cooling systems.

Formulae used:

1. Specific weight of manometric fluid : ᵚᵅ= ᵰᵅ x g (N/ᵅ3)

ᵰᵅ= mercury density (kg/ᵅ3)

g =acceleration due to gravity (m/s2)

2. Pressure of air in orifice, ᵅᵄ = ᵄᵅᵅᵰ . ᵚᵅ . ℎ ᵄ (N/m2)

100

θ = inclination

ha= orifice meter reading (cm)

ME2292E Thermal Engineering Lab 96
 3. Density of air in airbox, ᵰᵄ = ᵅᵄ + ᵅᵄᵆᵅ (kg/ᵅ3)
ᵄ × ᵄᵄ

R= Characteristic gas constant (J/kg.K)

ᵄᵄ = air temperature (K)

4. Specific weight of air in airbox,ᵚᵄ= ᵰᵄ × g (N/ᵅ3)

5. Pressure Head across the orifice, ᵃᵄ= ᵅᵄ (m)
ᵰᵄ xg

6. Discharge Rate, Q = Cd×ao × 2 (2 g ᵃ ) (ᵅ3/s)

ᵄ

ᵃᵅ = coefficient of discharge

ao = orifice area (m2)

7. Mass flow rate, ᵅ̇ = ᵰᵄ × ᵄ

8. Static Delivery Pressure, ᵅᵅ = ᵄᵅᵅᵰ × ᵚᵅ × ℎ ᵅ (N/m2)
100

hd= discharge pressure manometer reading (cm)

9. Density of delivery air in pipe ᵰᵅ = ᵅᵅ + ᵅᵄᵆᵅ (kg/ᵅ3)

ᵄ × ᵄᵅ

ᵄᵅ= delivery air temperature

10. Velocity of delivery air in pipe, ᵄᵅ = ᵅ̇ (m/s)

ᵄᵅ × ᵰ ᵅ

ᵄᵅ= area of delivery pipe

11. Dynamic pressure, ᵅᵅ = ᵰᵅ × ᵄ2ᵅ (N/m2)

2

12. Total pressure ,ᵅᵆ = ᵅᵅ + ᵅᵅ (N/m2)

13. Total pressure head, HT = ᵄᵄ (m)

ᵰᵅ × ᵅ
ME2292E Thermal Engineering Lab 97
 14. Output Power of Blower ,ᵄᵅ= ᵚᵄ × ᵄ × ᵃᵄ (kW)
1000

15. Input Power to blower,ᵄᵅ = 3600 ᵆ ᵅ (kW)

ᵃ ×ᵆ

n = No. of revolutions of energy meter

K = Energy meter constant (revs/kW-hr)
t = time for n revolutions of energy meter (s)

16. Overall efficiency ᵘ0 =ᵄ0 × 100 %

ᵄᵅ

Procedure:
1. Check the liquid level of both the manometers.
2. Close the discharge valve fully. Start the air blower by switching on the electric motor.
3. Open the discharge valve gradually to open position.
4. After the steady state condition is attained note down the following readings;
i. Discharge pressure manometer reading,
ii. Orifice manometer reading,
iii. Temperature of air issuing from the orifice and
iv. Time for ‘n’ revolutions of the energy meter disc.
5. Close the discharge valve partially to obtain the next discharge and repeat the observation
for the new discharge.
6. Continue the experiment and take readings at different discharge values covering the entire
range at almost equal intervals.
7. Switch off the electric motor after completing the experiment.

ME2292E Thermal Engineering Lab 98

Observation Table:

SI. No. 1 2 3 4 5 6
Orifice Manometer
(Left) (cm of Hg)
Orifice Manometer
(Right) (cm of Hg)
ha (cm of Hg)

Discharge Manometer
(Left) (cm of Hg)
Discharge Manometer
(Right) (cm of Hg)
hd (cm of Hg)

t (s)

Ta (°C)

Td (°C)

Graphs Required:
1) Discharge (m3/s) and Static delivery pressure (N/m2) vs. Total pressure (N/m2)
2) Power input (kW) and Blower efficiency (%) vs. Total pressure (N/m2)

ME2292E Thermal Engineering Lab 99

Results Table:

Sl. No. 1 2 3 4 5 6
pa (N/m2)

ρa (kg/m3)

ϒa (N/m3)

Ha (m)

Qa (m3/s)

ṁ (kg/s)

pd (N/m2)

ρd (kg/m3)

Vd (m/s)

pk (N/m2)

pT (N/m2)

HT (m)

Po (kW)

Pi (kW)

ηo (%)

ME2292E Thermal Engineering Lab 100

Sample Calculations:

ME2292E Thermal Engineering Lab 101

ME2292E Thermal Engineering Lab 102
Graphs:

ME2292E Thermal Engineering Lab 103

ME2292E Thermal Engineering Lab 104
Result:

Inferences:

ME2292E Thermal Engineering Lab 105

 Experiment No. 9(b) Date:

PERFORMANCE CHARACTERISTICS OF ELGI RECIPROCATING COMPRESSOR

Aim: To determine the performance characteristics of ELGI reciprocating compressor.

Specifications:

Type: Reciprocating positive displacement compressor

No. of cylinders: 2
Model: TC 600
Speed: 900 RPM
Motor power: 5.5 kW (7.5 hp)
Pressure: 12 atm
Reservoir capacity: 0.5 m3
Orifice diameter 22 mm
Energy meter constant (K): 200 rev/kWh
Low Pressure cylinder bore (D): 100 mm
Low Pressure cylinder stroke (L): 85 mm
High Pressure cylinder bore: 60 mm
High Pressure cylinder stroke: 85 mm

Theory:

The compressor is a device which used to increase the pressure of air from low to high pressure
using the external energy. The primary components of the reciprocating compressor system are
the piston and cylinder arrangement, air filter, electrical motor, cooling fins, fan etc. In multistage
compressor, air is compressed in several stages. The single cylinder is used to deliver up to 10 bar
while 3 stages can deliver up to 100 bar. Positive displacement compressors are usually of
the reciprocating piston type, in which the gas is drawn in during the suction stroke of the piston,
compressed by decreasing the volume of the gas by moving the piston in the opposite direction,
and, lastly, discharged when the gas pressure exceeds the pressure acting on the outlet
valve. Reciprocating compressors are useful for supplying small amounts of a gas at relatively
high pressures.
ME2292E Thermal Engineering Lab 106
Formulae used:

1. Absolute delivery pressure, pd =p2+pa (N/m2)

Where p2 = delivery gauge pressure (N/m2); pa = atmospheric pressure (N/m2)

2. Pressure ratio, ᵅ = ᵄᵅ
ᵅ ᵄᵄ

3. Density of ambient air, ᵰ = ᵄᵄ (kg/m3)

ᵄ ᵄ ᵄᵄ

Where R = Characteristics gas constant (J/ kg K); Ta= Atmospheric temperature (K)

4. Head across orifice, H = ᵰᵅ × ℎᵄ × ᵄᵅᵅᵰ (m)

100 × ᵰᵄ

Where ρm= density of manometer fluid (kg/m3); ha= orifice manometer reading (cm)
θ = inclination of manometer (degrees); ρa = density of air (kg/m3)
ᵰ 2
5. Area of orifice, ᵄ =
0 × ᵅ02 (m )
4

Where do= diameter of orifice (m)

6. Free air delivered, Q = Cd × ᵄ × 3

2 ᵅ ᵃ (m /s)
0

Where Cd = coefficient of discharge of orifice

7. Theoretical discharge, Qs = ᵰᵃ²ᵃ ᵄ (m³/s)
4 × 60

Where D = low pressure cylinder bore (m); L = low pressure cylinder stroke (m);
N = speed of the compressor (RPM)
8. Volumetric efficiency, ηvol = ᵄ × 100 (%)
ᵄᵆ

9. Power input to the compressor, Pi = 3600 × ᵅ × ᵰᵅ (kW)

ᵃ × ᵆ

Where ηm = motor efficiency; n = No. of revolutions of energy meter disc; K = Energy

meter constant (rev/kWh); t = time taken for n revolutions of energy meter (s)
10. Power for isothermal compression, Piso = ᵅᵄ × ᵄ × ᵅᵅ( ᵅᵅ ) (kW)
1000

(ᵄ )×
ᵯ−1
11. Power for adiabatic compressor, Pad = pa ×Q × ᵅ ᵄᵯ −1 (kW)
ᵄᵯ
1000 ᵯ−1

Where γ = ratio of specific heats of air; S = number of stages

ME2292E Thermal Engineering Lab 107

ME2292E Thermal Engineering Lab 108
 12. Isothermal efficiency, ᵰ ᵄᵅᵆᵅ (%)
ᵅᵆᵅ = × 100
ᵄᵅ

13. Adiabatic efficiency, ᵰ ᵄᵄᵅ (%)

ᵄᵅ = × 100
ᵄᵅ

Procedure:
1. Check the manometer liquid level.
2. Note the ambient pressure and temperature.
3. Open the discharge valve fully and start the air compressor by switching on the compressor
motor.
4. Regulate the valve in the reservoir outlet so that the required pressure is maintained in the
reservoir.
5. After the steady state condition is attained note down the following readings;
i. Reservoir pressure,
ii. Orifice manometer readings and
iii. Time for ‘n’ revolutions of the energy meter disc.
6. Regulate the discharge vale and obtain the next required discharge pressure and repeat the
test as before.
7. Conduct the test at least at six discharge pressures uniformly distributed from zero to the
maximum pressure.
8. Switch off the compressor motor after completing the experiment.

Graphs required:
1) Volumetric efficiency vs. pressure ratio
2) Isothermal efficiency vs. pressure ratio
3) Adiabatic efficiency vs. pressure ratio

ME2292E Thermal Engineering Lab 109

Observation and Results Table:

pa = ______________ ; Ta = _____________; n = __________; ηm = ______

S. No. 1 2 3 4 5 6
N (rpm)

p2 (N/m2)

pd (N/m2)

Orifice Manometer
(Left) (cm)
Orifice Manometer
(Right) (cm)
ha (cm)

t (s)

pr

H (m of air)

Q ( m3 s )

Qs (m3 s)

Pi (kW)

Piso (kW)

Pad (kW)

ηvol (%)

ηiso (%)

ηad (%)

ME2292E Thermal Engineering Lab 110

Sample calculations:

ME2292E Thermal Engineering Lab 111

ME2292E Thermal Engineering Lab 112
 Graphs:
Efficiency (%) ηvol, ηiso, ηad

Pressure Ratio
ME2292E Thermal Engineering Lab 113
Result:

Inferences:

ME2292E Thermal Engineering Lab 114

Experiment No. 9(c) Date:

STUDY OF AUTOMOTIVE AUXILIARY SYSTEMS

Introduction:

Using a schematic diagram, show the arrangement of the following auxiliary systems for an
automobile.

1) Fuel systems
2) Lubrication systems
3) Starting systems
4) IC Engine intake and exhaust systems

ME2292E Thermal Engineering Lab 115

Write a brief note on the working principle of the following:

Types of Fuel Systems:

1. Carburettor type
2. Fuel injection type
a. Manifold injection or Single point fuel injection (SPFI)
b. Port fuel injection (PFI) or Multi-point fuel injection (MPFI)
c. Gasoline direct injection (GDI) system

ME2292E Thermal Engineering Lab 116

Types of Lubrication Systems:

1. Wet Sump Lubrication System.

a) Splash lubrication system.
b) Splash and pressure system.
c) Pressurized lubrication system.
2. Dry Sump Lubrication System.
3. Mist Lubrication System.

ME2292E Thermal Engineering Lab 117

Types of Starting Systems and Components:

1. Electric systems
a) Starter motor
b) Bendix drive
c) Dyer drive
2. Mechanical cranking systems
3. Pneumatic systems
4. Hydraulic systems

IC engine intake and exhaust systems: Using neat sketches, show the various parts of an
intake and exhaust system for an IC engine.

ME2292E Thermal Engineering Lab 118

 Experiment No. 10(a) Date:

VARIABLE SPEED PERFORMANCE CHARACTERISTICS OF AMBASSADOR ENGINE

Aim:

To conduct variable speed performance test on Ambassador Engine and determine performance
characteristics for variable load constant throttle condition.

Specification:

BP : 13 hp @ 1500 rpm
Number of cylinders : 4
Bore : 73.025 mm
Stroke length : 88.39 mm
Firing order : 1,3,4,2
Orifice diameter : 33 mm
Dynamometer Constant : 2000 kg/[Link]
Method of cooling : Water cooled

Formulae used:

1. Brake Horse Power (BP) = W* N* 0.746(kW)

k
Where ᵄ= Load reading from hydraulic dynamometer (kg)
ᵄ= Speed (revolution per minute)
ᵅ= Dynamometer constant (kg/[Link])

2. Mass of fuel consumed (ṁ f ) =xcc * ρfuel *3600

(kg/hr)
106 *t
Where ᵆ = time for consumption of x cc of the fuel (s)
ᵰᵅᵆᵅᵅ = density of fuel (kg/m3)
ME2292E Thermal Engineering Lab 119
 3. Actual mass flow rate of air(ṁ a)= Cd * 2g hᵄ * ρair * Aᵅ *3600 (kg/hr)

Where ᵃᵅ= coefficient of discharge for orifice meter

ℎᵄ = equivalent height of air column (m)

( )
ℎᵄ = ρw* hw
ρair
ℎᵆ = height of water column in manometer (m)
ᵰᵆ= density of water (kg/m3)
Ao = cross-sectional area of orifice (m2)

4. Theoretical mass flow rate of air (ᵅ̇ ᵆℎ) = ᵰᵄᵅᵅ * L*A*N*n*K ( ᵅᵅ/ᵆ)
60

where L = Length of the stroke (m)

A = Area of the piston (m2)
N = Revolution per minute (rpm)
n = Number of suction stroke per revolution = ½ for four stroke engines
K = Number of cylinders

5. Volumetric efficiency (ᵰᵆᵅᵅ) = ṁ a

ṁ
th

6. Theoretical volume flow rate of air (vs) = L*A*N*n*K ( m3 /s)

60

7. Air fuel ratio (A/F) = ṁ a

ṁ
f

8. Frictional power (FP)** (Morse /Motoring/Willan’s line test at each speed)

9. Indicated Power (IP) = FP + BP (kW)

10. Brake mean effective pressure (BMEP) = BP (kPa)

vs

11. Indicated mean effective pressure (IMEP) = IP (kPa)

vs

12. Brake specific fuel consumption (BSFC) = ṁ

f
(kg/kWhr)
BP
ME2292E Thermal Engineering Lab 120
 13. Indicated specific fuel consumption (ISFC) **= ṁ f
(kg/kWhr)
IP

14. Brake thermal efficiency (ηbth) = BP*3600

ṁ *CV
f

where CV = calorific value of fuel (kJ/kg)

15. Indicated thermal efficiency (ηith) ** = IP*3600

ṁ *CV
f

16. Mechanical efficiency (ηmech )** = BP

IP
(Calculation of **parameters are optional and depends on frictional power, if determined
separately for different speeds)

Graphs required:

ᵘᵅᵆℎ, ᵘᵄᵆℎ , ᵘᵅᵅᵅℎ , ᵘᵆᵅᵅ vs. speed (rpm)

 mf , Air fuel ratio, BSFC vs. speed (rpm)
 BP, BMEP, IMEP vs. speed (rpm)

Procedure:

1. Check fuel and lubrication level before starting the engine.

2. Calculate dynamometer reading in kg for 10 hp power output of the engine at a certain
speed (say 1200 rpm) by above formula for brake power.
3. Apply the above load on the dynamometer and adjust the throttle valve opening to get the
required operating speed. Once the engine operation stabilizes, fix the throttle opening.
4. Now for the fixed throttle opening, reduce the load, which will result in an increase in the
speed.
5. Value of load at various speeds, manometer reading for flow rate of air and time required
for x cc of fuel consumption are noted down for each operating condition.
6. With these values determine the performance parameters according to formulae given.

ME2292E Thermal Engineering Lab 121

ME2292E Thermal Engineering Lab 122
Observation table:

Sl. Load, W Time for ____ cc Manometer reading ℎᵆ

Speed, N (rpm) fuel consumption, t
No. (kg) (m)
(s)

Sample Calculations:

ME2292E Thermal Engineering Lab 123

ME2292E Thermal Engineering Lab 124
ME2292E Thermal Engineering Lab 125
 Results Table:

Sl. Speed BP FP IP ᵅᵅ ᵅ̇ ᵄ ᵰᵆᵅᵅ BSFC BMEP ᵰᵄᵆℎ ISFC IMEP ᵰᵅᵆℎ ᵰᵅᵅᵅℎ (
kg (kPa) kg (kPa)
No. (rpm) (kW) (kW) (kW) ᵅᵅ ᵅᵅ (%) ( ) (%) ( ) (%) %)
( ) ( ) kWhr kWhr
ℎᵅ ᵆ

ME2292E Thermal Engineering Lab 126

Graphs:

ME2292E Thermal Engineering Lab 127

ME2292E Thermal Engineering Lab 128
ME2292E Thermal Engineering Lab 129
Result:

Inferences:

ME2292E Thermal Engineering Lab 130

 Experiment No. 10(b) Date:

HEAT BALANCE TEST AT VARIABLE SPEED ON AMBASSADOR ENGINE

Aim:

To conduct heat balance test on Ambassador Engine and prepare heat balance sheet for variable
load constant throttle opening conditions.

Formulae used:

1. Heat input due to combustion of fuel ( ᵄᵅᵅ ) = ᵅᵅ* CV / 3600 (kW)

2. Heat equivalent of brake power ( ᵄᵃᵄ )= BP (kW)

3. Heat Removed by Coolant ( ᵄᵅ )= ᵅᵆ * ᵅᵅᵆ * ( ᵄᵅᵅ − ᵄᵅᵅ ) (kW)

ᵅᵆ = mass flow rate of coolant water (kg/s) = 1/tw1
tw1 = Time for 1 litre flow of engine cooling water (s)
ᵅᵅᵆ = Specific heat of water (kJ/kg.K)
ᵄᵅᵅ= Coolant water temperature at outlet (oC)
ᵄᵅᵅ= Coolant water temperature at inlet (oC)

4. Specific heat capacity of exhaust gas( Cpex ) =mwcal * cpw *( Two - Twi )
( Tei - Teo )

ᵅᵆᵅᵄᵅ = mass flow rate of water in calorimeter (kg/s) = 1/tw2

tw2 = Time for 1 litre flow of calorimeter cooling water (s)
ᵄᵆᵅ= water temperature at outlet from calorimeter (oC)
ᵄᵆᵅ= water temperature at inlet to calorimeter (oC)
ᵄᵅᵅ= exhaust temperature at outlet from calorimeter (oC)
ᵄᵅᵅ= exhaust temperature at inlet to calorimeter = exhaust temperature at engine outlet
(oC)
ME2292E Thermal Engineering Lab 131
 5. Heat removed by exhaust gas ( Qex )= Cpex *( Texi - Texo ) (kW)
ᵄᵅᵆᵅ = exhaust gas temperature at inlet of manifold (engine outlet) (oC)
ᵄᵅᵆᵅ = exhaust gas temperature at outlet of manifold (ambient) (oC)

6. Unaccounted heat losses ( ᵄᵆᵅ ) = ᵄᵅᵅ − ( ᵄᵃᵄ + ᵄᵃ + ᵄᵅᵆ ) (kW)

Procedure:

1. Check fuel and lubrication level before starting the engine.

2. Calculate dynamometer reading in kg for 10 hp power output of the engine at a certain
speed (say 1200 rpm) by above formula for brake power.
3. Apply the above load on the dynamometer and adjust the throttle valve opening to get the
required operating speed. Once the engine operation stabilizes, fix the throttle opening.
4. Now for the fixed throttle opening, reduce the load, which will result in an increase in the
speed.
5. Note down the values of load at various speeds, manometer reading for flow rate of air
and time required for i) 1 litre flow of coolant water, ii) 1 litre flow of calorimeter water
and iii) 10 cc of fuel consumption.
6. Record the water and exhaust gas temperatures at inlet and outlet of the calorimeter and
those of the engine coolant water at inlet and outlet. Also note down the ambient
temperature.
7. By heat balance calculate specific heat capacity of exhaust gas.
8. Determine the values of the heat released by combustion of the fuel, the heat carried
away by the coolant and exhaust and heat equivalent of brake power.
9. With above calculate unaccounted heat losses.
10. Prepare a heat balance sheet with above information.

Graph required:

 Stacked graph of BP, Exhaust gas heat loss, Coolant water heat loss and Unaccounted heat
loss, all expressed as percentage of Qin vs Engine speed

ME2292E Thermal Engineering Lab 132

ME2292E Thermal Engineering Lab 133
 Observation Table:

Ambient air temperature = oC

Sl. Speed load Time (s) Temp of water in Temp of exhaust gases Temp of coolant
No (rpm) (kg) calorimeter (0C) in calorimeter (0C) water (0C)
.
1 litre water 1 litre of 10 cc of in out in out in out
from engine petrol
calorimeter coolant

ME2292E Thermal Engineering Lab 134

 Results Table:

Sl. Speed Mass flow rate ᵅᵅᵅᵆ Qin ᵃᵄ = ᵄᵄᵅ ᵄᵅᵆ ᵄᵅ ᵄᵆᵅ
No (rpm) (kW)
. water in coolant fuel (kJ/kg (kW) (%) (kW) (%) (kW) (%) (kW) (%)
calorimete water (kg/hr) K)
r (kg/s) (kg/s)

ME2292E Thermal Engineering Lab 135

Sample Calculations:

ME2292E Thermal Engineering Lab 136

ME2292E Thermal Engineering Lab 137
Graph:

ME2292E Thermal Engineering Lab 138

Result:

Inferences:

ME2292E Thermal Engineering Lab 139

 Experiment No. 10(c) Date:

STUDY OF TWO STROKE AND FOUR STROKE ENGINES

Introduction:

Working Principle of Four Stroke Engines:

Working Principle of Two Stroke Engine:

ME2292E Thermal Engineering Lab 140

Comparison:

Four stroke engine Two stroke engine

ME2292E Thermal Engineering Lab 141

Draw a schematic of an inline 6-cylinder four stroke engine and label its salient parts.
Write a brief note on each of the labelled parts (refer to the cut-section for reference).

ME2292E Thermal Engineering Lab 142